Train-stopping mechanism



J. F. WEBB, JR 5 9 TRAIN STOPPING MECHANI SM Filed Dec. $50. 1922 4 Sheets-Sheet 1 if i i A) i, j

I: 151 5 a mmm I (J56 LEjI 7 iNVENTOR B Jed/7 [52%, J);

Nov. 25, 1924. 1,516,899

J. k F. WEBB, JR

TRAIN STOPPING MECHANI SM Filed Dec. 30, 1922 4 Sheets-Sheet 2 Eiah;

55 INVENTOR Jean F ATTORNEYS i NOV. 25,

J. F. WEBB, JR

TRAIN STOPPING MECHANISM Filed Dec. 30, 1922 4 Sheets-Sheet 5 INVENTOR JeanE'W- RNEY's Nov. 25, -v 1,516,899

J. F. WEBB, JR

TRAIN STOPPING MECHANISM Filed Dec. 30, L922 4 Sheets-Sheet 4 J59 fl 47 Y W 7 I -15 I. J] F g;

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INVENTOR} Jean 1 376.65, Jr. 'finqg mT TORNEYS Patented Nov. 25, 1924.

UNITED STATES 1,516,899 PATENT OFFICE.

JEAN FRANCIS WEBB, JR., NEW YORK, N. Y., ASSIGNOR TO rnn ENTERNATIONALY SIGNAL (30., A CORPORATION OF ARIZONA.

TRAIN-STOPPING MECHANISI.

Appflication filed December 30, 1922. Serial No. 669,864.

To all whom it may concern:

Be it known that I, JEAN FRANCIS Inns, 1., a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in 'lrain-Stopping Mechanisn, of which the following is specification.

My invention relates to certain new and useful improvements in automatic train stopping systems of the mechanically operated electrically controlled type illustrated for example in my Letters Patent No. 1,433,582 issued October 31, 1922 and 1,170,789 issued February 8, 1916.

The present invention especially has for its object to provide certain improvements and refinements in the valve operatingmechanism of the apparatus, particularly in respect to the operating plunger, the holding latch for the rockable valve operating cam or shaft. There are other minor refinements and improvements in the design, construction and arrangement of the parts which will become apparent hereafter and which are also included in the present invention.

The invention also resides in those novel features of construction, combination and arrangement of parts, all of which will be first fully described and then be specifically pointed out in the appended claims, reference being had to the accompanying drawings, in which:

Figure 1 is a diagrammatic view of the air line connection in which the present invention is located.

Figure 2 is a wiring diagram of an electric circuit arrangement for controlling the action of the train stopping mechanism.

Figure 3 is a sideelevation of the train stopping apparatus, the cover being removed.

Figure at is atop plan view of the same.

Figure :7 is a vertical section on the line of Figure 4.

Figure 6 is a side elevation of a portion of the same, the cover being shown in section.

Figure 7 is a detail horizontal section on the line 77 of Figure 5.

Figure 8 is a detail vertical section of the valve operating cam latch structure.

Figure 9 is a detail top perspectiveview of the shoe plate.

Figure 10 is a detail inverted perspective view of the shoe plate.

Figure 11 is a longitudinal section of the resetting air governor valve. I

Figure 12 is a longitudinal section of another form of air governor valve for the resetting mechanism.

In tie drawings in which like numerals indicate like parts in all of the figures, 1. represents the main reservoir, 2 the equalizing reservoir, 3 the engineers valve, a the train line and 5 the duct from the engineers valve to the train line, all of which mav be of the usual construction. I

The apparatus which embodies the pres ent invention includes an air valvemechanism 88 of my approved construction, preferably that disclosed in my copending applic tion, filed on even date Serial No. 609,865 which valve mechanism is connected in the line 5 between the engineers valve 3 and the train line 1, and is operated by an electrically controlled mechanically opperated plunger mechanism which forms. the subject mater of the present application. The plunger of the valve mechanism is operated by mechanical engagement with a ramp rail 153 located along the right of way and controlled by the track ramp electrical circuit.

The oaloe operating mechanism.

This mechanism comprises a housing consisting of a base 12, a back wall 13, a removable cover 11, a path clearing plunger device, an operatingplunger device, an(l end of the plunger and prevents its turning.

A cap is fastened in the upper end of the plunger 16 by a retaining screw 21 and lock washer 522. 1

A spring 23 serves to press the plunger downwardly at all times.

To the lower end of the plunger is fastened, removably, a path clearing shoe comprising a contact plate 25 and a connecting shank 2 1. The plate 25 is of frusto-conical plunger.

form with the end of greatest diameter down and presenting a sharp cutting edge to the'ramp. In the upper end of the plate 25 is a circular recess 26 and a counter- ;hor efil for the reception of the base .of

the shank 24 and its locating boss The plate also has a central pocket 32 which is of no special utility in the. path clearing shoe, but is useful when the shoe plate is on the operating plunger hereinaftendescribed.

The shank 24 has a. duct 36 extending. from end to end and communicating at the low'erend with the pocket 32 and at the upper endwith the duct 45 of the plunger. The operating and path clearing plungers are practically of the same construction "for convenience .in manufacture.

The plate 25 has a circular groove 28 in the bottoni which leaves a central circular core or boss 29 and a web 27, the latter'havcause of'wear.

35 designates the upper base of the; shank which has four screw holes to attach the shanlr'to-the lower end of the plunger, the shoe locating recess" 37 accommodating a corresponding boss on the lower end of the M he-operat'ing plunger 40 has a piston 41 atith' '.-lower end which operates'in the bore 39 6f the plunger cylinder 88 A spring serves, in cooperation with train line air under pressure, to hold the operating plunger down and to form a progressively in creasing resistance against the movement of the operating plunger as itis forced upwardly in passing overthe ramp which will insure 'thegreatest;contact pressure of the shoe'-J-;plate .251iagainst the ramp railafter the shoe plate ha'sridden up'- the incline and is in engagement with the topvof the ramp railuf. This'insures good electric contact. 544 is ashoe locating boss on the operating plungeri This plunger is also provided with anainduct 45 extending from-end-to eud,.the uppenend being counterbored and threaded, at .46, to receive the shank 53. of the plunger head 50 and'the gasket 49. The operating plunger has a shoe of the same construction asthat of the path clearing plunger and the parts thereof are similarly nuinberediin the drawings.

The operating plunger 41, like the path clearinggplunger, has. its upper end flat faced,.as at 43,.to work in a, squared bearing lining.4'8 in the collar 47, a washer 52 fit drawing the bolt.-

ting on the squared end 43 of the plunger and being fastened by a. cap screwto the lug 51 ofthe plunger head 50.

A stationary air duct 55 is secured to the back wall 13 and has an inlet port-54 and a piston 56, the latter operating in the piston head cylinder 57 and functions to lead train line air into the plunger head 50 and serves as a piston to compress the air on the up stroke of the plunger head. The plunger head 50 is hollow and its bottom communicates with the-plunger bore45. It also has acam contacting nose 58 and a reclo'slng bolt cylinder 59 for the reclosing bolt 6O.

and a toetiY-between which locking pawl'65' lies, the pawl having a heel 69 by which' it leased oncontact with the operating plunger collar 47 while the plunger-"is down and causes the bolt projector to begr'o'cked mechanically back to the position for with- I The nose 58011 the up thrust of the plunger engages the valve operating lug 75 of be main cam 7 4 to turn the main cam in one direction, while the reclosing bolt (when projected) engages the closing-lug 7 6 as the plunger lowers to restore the main cam 74 to its initialposition. i V? is the resetting lug of the main cam, which the resetting piston 71 engages to restore the main cam, under the engineers control, to the initial position. 4 T

The resetting piston '71 operates in a'cylinder 7O whose inlet'7f2 communicates with the engi'neers resetting valve 8 through ducts 7, 9, 5 etc. i The cylinder 70 hasoutlet ports '73.

The main cam has a locking rib 78'with'two notches 79 to hold the cam in either of two positions. The notch 79 which holds the cam to the open position is so designed that when the nose of the plunger head-is lowered from engagement with the main cain lug T5 the cam lock will cause a slight backward rotation' of the main cam and thus always insure that the air valves ai'felocated properly and in a definite positionfi The main cam also hasastop rib 80 whiehis adapted to rest againsta stop 82 on the journal bracket 81.

-The cam lock 84 is pivoted on support 2 83 formed-on the base of the bracket Stand carrles a roller to engage the locking rib 78 audits notchesfif), with which it is held in engagement by a spring 86 on a stud 87 7 that is threaded into'the bracket base and is ad ustable to vary the tension of the spring.

The resetting governor allows the engineer to reset the air valve mechanism of the train stopping apparatus only after a predetermined reduction of the train line air pressure has taken place, thus making it impossible for the engineer to nullify a brake action until after a predetermined brake application has occurred.

The resetting governor 145 has a port with which the pipe 9 connects and another port with which the pipe 16 connects. It has outlet ports 1416 which connect through pipe 7 with the resetting cylinder 70. A double piston 147-143) is held to close the ports 14:6 normally by the balanced air pressure at its ends and by the over-balancing spring 151. The position of the pistons due to the spring action is limited by a stop 1 18 and the distance of movement against the spring tension is such that the piston 14L? will pass the ports 1&6 to allow air to escape from pipe 9 to pipe 7 when the pressure in the train pipe connection 10 falls below a predetermined degree (i. e. falls an amount greater than the tension of the s1 ring 151).

The electrical connections for controlling the energization of the magnets 63 may be of any approved type, one such being indicated in Figure 2 of the drawings, by reterence to which it will be seen that the magnet 63 has one terminal connected to the operating plunger 40 and the other terminal grounded to the engine frame.

The ramp rail 15% is electrically connected through a signal circuit breaker 1.54: to the fxed contact points of a traclr relay the corresponding armature contacts being connected to one terminal of the signal battery 156, the other terminal of which connects with the track rail 157 of one block.

The track relay is connected across the track rails of the adjacent block.

158 designates the home. signal, one terminal of which connects to one side of the bat tery 156 while the other terminal connects the movable relay contact whose opposing stationary contact is connected with the other side of the battery 156.

Operation 07 the calm; operating mechanism.

The drawings show the parts in their respective normal positions.

as the train moves between stations, the shoe 24 of the path clearing plunger 16 removes any snow, ice, frozen mud or other obstruction which might lie in the path of the contact shoe 24 of the operating plunger 4:0.

WVhen a ramp which is controlled by a clear block is reached the first shoe 24: glides up the approach slope of the ramp, pushing up the path clearing plunger 16 against the tension of the path clearing plunger spring 23 cleaning the ramp thoroughly by reason of the shoes scraping corrugations and the heat generated by the friction caused by the tension of path clearing plunger spring and picking up the electric current from the roadside battery 156.

The reciprocation of the path clearing plunger 16 has no operative effect on the mechanism.

The contact shoe. oi the operating plunger 40 also glides up the approach slope of the ramp, picking up the current from the roadside battery and pushing up the plunger 4L0 against the tension of operating plunger spring 411 and raising the plunger head 50, which is screwed on the upper end of the operating plunger stem.

The cam contactor 58 of the plunger head 50 thereupon engages the valve opening lug 75 of the main cam T l and oscillates the main cam from its normal position to its abnormal position, a rise of one-half an inch being sufficient to effect this oscillation. The cam lock 84: holds the main cam 74 in this oscillated position against the train vibration. The valve cam (not shown) of the air valve, being rigidly mounted on an extension of the main cam 74: so that it is a part of the same moving unit, thereupon closes the inlet port to the brake pipe by seating the large poppet valve (not shown) of the air valve and opens the outlet port from the brake pipe to the audible signal whistle 6 and the atmosphere by unseating the small poppet valve (not shown) so that the whistle blows while the outlet port is open. For a detailed disclosure of the construction of the poppet valve, etc. attention is directed to my application, Serial No. 609,865 aforesaid.

The current from the roadside battery, which is picked up by both shoes 24 energizes the magnet coils 63 which attract the armature 6-1 whose upward movement rocks the bolt projector 62 forward and projects the bolt 60. As the bolt projector 62 is rocked forward, the point of the locking pawl 65 drops into the step 66 on the lower end of the bolt projector 62 and locks the bolt 60 in its projected, or abnormal position.

As the shoe passes down the trailing slope of the ramp, the tension of the operating plunger spring 42 against the operating plunger piston 41 pushes downward the operating plunger 46 and the plunger head 56 attached thereto. The projected bolt 60 thereupon engages the valve closing lug 76 of the main cam 74 and oscillates the maincarn reversely to its normal position, where the cam lock 84 again holds it against movement by train vibration.

This reverse oscillation of the main cam T land the attached valve cam 127 closes the outlet port from the brake pipe to the audible signal whistle and atmosphere and reopens the inlet port to the brake pipe, reestablishing the manual control of the brakes by the engineer. The outlet port ,is open ings, the complete construction, operation another movement of said plunger, said and advantages of the invention will be head belt? hollow and said plunger having clear to those skilled in the art.

What 1 claim is:

l. in apparatus of the class described, a support having a base, a plunger housing projecting from said base, a main cam mounted on the support and having a valve opening lug and a valve closing lug, and a locking rib, a plunger operating in said housing and having a head with provisions for engaging said opening lug on movementof the plunger, and electrically controlled means on sail head to engage said valve closing lug, a pivoted cam loci: for engaging said locking rib, and a spring for holding said cam loci: in engagement.

2. in apparatus of the class described, a

support having a base, a plunger housing n'ojecting from said base, a main cam inoi'inted on the support and having a valve opening lug and a valve closing -ug, and a locking rib a plunger operating in said housing and having a head with provisions for engaging said opening lug on movement of the plunger, and electrically con trolled means on said head to engage said valve closing lug, a pivoted cam lock for engaging said locking rib, and a spr ng for holding said cam lock in engagement, and an adjustable spring locating stud for adjusting the tension of said spring.

3. in apparatus of the class described, a

support having a base, a plunger housing projecting from said base, a main cam mounted on the support and having a valve opening lug and a valve closing lug, a plunger o} ici'atii in said housing and havng a head with provisions for engaging sa d opening lug one movement of the plunger, electrice v controlled means on said head to er the valve closing lug on another movement of said plunger said plunger having a piston and a stem, said plunger housing having a bore to receive said piston and stem, a collar on said base having a bca ing through which said. stem passes, said i m and collar having provisions to prevent said stem from turning on its axis, said heatl having a threaded shank to screw into the plunger, a washer on the plun er secured to the head with provisions the plunger and prevent the i on the plunger, to lock the p and head together,

in apparatus of the class described, a support having a base, a plunger housing projecting from said base, a main cam mounted on the support and having a valve opening lug and a valve closing lug, a plunger operating in said housing and having a head with provisions for engaging said opening lug on one movement of the plunger, electrically controlled means on said head to engage the valve closing lug on a fixed air duct in communicatrain line air and telescoping i with provisions to effect an tight joint between said fixed duct and d, thereby to maintain train line air pro sure within said head and plunger.

in apparatus of the class described. a

' a be" a plunger housing f1 said base, a main cam ie support and having a valve and a valve closing lug, a 'ilungei opei atii'ig in said housing and having a head with provisions for engaging ning lug on one movement of the plunger, electrically controlled means on said head to engage the valve closing lug on another movement of said plunger, said head being hollow and said plunger having an air duct, a fixed air duct in communication with the train line air and telescoping into d head with provisions to effect an air tight joint between said fixed duct and head, thereby to maintain train line air pressure viitiin said head and plunger, and a spring surrounding said plunger in its hou ing bore to augment the action of the line air in forcing the plunger down. in in ap iaratus of the class described \vln-zrein is provided an air valve, a cam shaft to open said valve, a plunger to operate said shaft, said plunger and shaft having provisions for releasing the air of the air brake system on removal or breakage of either of said parts; means to apply the air pressure within the plunger to force it down.

7. ln apparatus of the class described wherein is provided an air valve, a cam shaft to open said valve, a plunger to operate said shaft, said plunger and shaft havi provisions for releasing the air of the air brake system on removal or breakof either of said parts; means to apply the air pressure within the plunger to force it down, said last named means comprising a stationary element telescoping with air connection into said plunger, said plunger having a blind cavity into which said stationary element projects, substantially as shown and described.

8. In apparatus of the class described wherein is provided an air valve, a cam shaft to open said valve, a plunger to operate said shaft, said plunger and shaft having provisions for releasing the air of the air brake system on removal or breakage of either of said parts; means to apply the air pressure within the plunger to force it down, and a spring operating on the plunger to augment the action of the air in forcing the plunger down.

9. In apparatus of the class described wherein is provided an air valve, a cam shaft 21 air duct,

i with the c said h ,1 i ecting mounted on t a support, a plung to. open said valve, a plunger to operate said shaft, said plunger and shaft having provisions for releasing the air of the air brake systemon removal or breakage of either of said parts; means to apply the air pressure withinthe plunger to force it down, said last, named means comprising a stationary element telescoping with air tight connection into said plunger, said plunger having a blind cavity into which said stationary element projects, and a spring operating on the plunger to augment the action ofthe airin forcing the plunger down.

10.-In apparatus of the class described, a support includu "j a back wall, a base, anda plunger housing, a plunger opera-ting insaidthousing, head on said plunger, a cam shaft operated by said plunger head,

said plunger head being hollow and having a cylinder portion, an air ductsecured to said back wall and telesceped air tight into said head cylinder portion, means to admit ti'aiii line air to saidair duct, whereby it willenter said head and force said aiston downwardly.

. 11. In apparatus of the class described, a support including a back wall, a base, and a plunger housing, a plunger operating in said housing, a head on said plunger, a cam shaft opera'ted'by said plunger head, said plunger head being hollow and having cylinderportion, an air duct secured to said back wall and telescoped air tight into said head cylinder portion, means to admit train line air to .said air duct, whereby it will enter said head and force said. piston downwardly, said plunger having a piston and a stem withii'i said plunger housing and a spring within the housing surrounding the stern and engaging the plunger piston to operate in conjunction with the air pressure in forcing the piston downwardly.

1 2. In an apparatus of the class described,

A I er housing thereon, a plunger operating in said housing, a main valve operating cam carried by said support. to operate with said plunger, said plunger including a h ad having a cylinder portion, said plunger having a longitudinal bore communicating with the interior of said cylinder portion at one end and being blind a the other end, area pistonmemher mounted on the support to enter said cylinder portion, a spring surrounding the plunger within said plunger housing to auglCrllt the action of the air pressure within said cylinder portion to force said plunger down, and means for admitting train line air into said cylinder portion through said engaging the step and toe, the engagement being such that said pawl will retract said bolt projector on the down stroke of the plui'iger, and said bolt projector will overcome the inertia of saidpavvl when the plunger elevated and the magnet energised, and a said pawl. engages as the plunger arrives :e-tio I 14-, lu inechanical valve operating,mecha nisms for train stopping systems wherein is provided an air valve, a cam shaft to open valve. a plunger'to operate said cam id can, shaft and plunger having provisions for releasing the air of the air brake systenti on removal or breakage of either of said parts; said plunger comprisend of the piston, an operating head on the upper end of the stem, said head, said and said shoe haviir an air duct ternii at; in the shoe, said head having a cylinder,

a fixed air duct telescoped through said head t'or delivering the air into said head, and means for leading train. line air to said fi ed air duct, at all times, said fined air duct havpiston. of greater diameter than the passage through the air duct, and a spring at. r assisting the air pressure in the air duct to force the plunger downwardly.

JEAN FRANCIS WEBB,

approximately at the lower limit of its ing a piston and a stem, a shoe on the lower fixed element against. which 

